Truck with auxiliary bolster guide



Apri3 5, 1949 v cOT-TRELL, 2,466,654-

TRUCK WITH AUXILIARY BOLSTER GUIDE Filed May 22, 1944 2 Sheets-Sheet l I N VEN TOR.

Ap 1949- R. B. COTTRELL 2,466,654

TRUCK WITH AUXILIARY BOLSTER GUIDE Filed May 22, 1944 2 She'ets-Sheet 2 Patented Apr. 5, 1949 UNITED STATES PATENT OFFICE Robert B. Cottrell, Chicago, Ill., assignor to American Steel Foundries, Chicago, Ill., a corporation of New Jersey Application May 22, 1944, Serial No. 536,661

17 Claims. 1

My invention relates to railway freight car trucks of the common type wherein spaced truss type side frames resiliently support a bolster therebetween on which the car body may be carried.

At the present time it is well known that all spring groups are subject to periodic vibrations which, when synchronized with certain track irregularities, such as rail joints, may build up to such an extent as to become excessively damaging to lading or even to induce actual derailment of the truck. For these reasons, in recent years easy riding has been emphasized by various modifications of spring suspensions, usually by arranging for some means of snubbing the springs, such as the absorption of friction.

It is also well known that, other facts being equal, a long travel spring will give a softer ride as compared with a relatively short travel spring supporting the same load.

In view of the normal dimensional standards which have been built up and are at present being maintained on the railroads principally in order to permit interchange, it has been extremely difficult to increase the permitted travel of springs in freight car trucks. Nevertheless such increased travel is desirable in order to permit a more satisfactory ride at higher speeds which are becoming more prevalent and which, indeed, are probably necessary if rail transportation is to continue to compete with other forms.

I have devised a novel form of freight car truck at present well known in the art which permits the use of the relatively long travel springs without increasing the over-all depth of the side frame, since such an increase would make it extremely difficult to maintain proper rail and car body clearances. In such a truck as I have devised, it is desirable, of course, to maintain the so-called quick wheel change feature by which it is possible to disengage the side frame from the bolster without removing the supporting spring group which normally is nested in the side frame. When utilizing such long travel springs as are now contemplated for high speed service wherein the bolster necessarily travels a greater portion of the vertical height of the side frame as it moves up and down on the long travel spring group, it becomes necessary to provide some additional means of guiding the bolster end with respect to the side frame in order to be assured that sufii cient bearing surface will be provided between the side frame and bolster under all conditions. This bearing surface must be such as to withstand the greater impact shocks which occur at higher speeds and, as well known in the art, such shocks must be taken in a railway car truck in both directions laterally-and longitudinally of the truck, as well as torsionally, between the side frame and bolster.

With these facts in mind I have devised a novel method of interlocking the end of the bolster with the side frame, which is particularly well suited for railway car trucks utilizing long travel springs wherein relatively great vertical movement occurs between the supporting member or side frame and the supported member, such as a bolster or transom.

In the drawings,

Figure 1 is a fragmentary side elevation of a railway car truck embodying my invention, the journal box portions of the frame being omitted as not pertinent to my invention, and only the end portion of the bolster being shown.

Figure 2 is a fragmentary top plan view of the car truck shown in Figure 1, partly in section, the section being taken substantially in the horizontal plane indicated by the line 22 of Figure 1.

Figure 3 is a further fragmentary side elevation comparable to the view of Figure 1, but illustrating the bolster in position for quick wheel change.

Figures 4, 5 and 6 illustrate another modification of my invention, Figure 4 bein a fragmentary side elevation, Figure 5 a fragmentary top plan View partly in section with the section taken in the horizontal plane approximately as indicated by the line 55 of Figure 4, and Figure 6 being a fragmentary View in elevation of the inboard face of the side frame illustrated in Figures 4 and 5 with the bolster shown in section and positioned for quick wheel change.

Referring first to the modification shown in Figures 1, 2 and 3, it will be noted that I have illustrated my invention as applied to a well known form of freight car truck utilizing a truss type side frame having the compression member 2, a tension member 4 with integral spaced columns 6 and 8 defining the bolster opening I!) within which may extend the end of the bolster 12 for support on the springs M, M. The springs l4, l4 may seat as at I6 on the spring seat which is formed as a widened portion of the tension member, having at each side thereof a vertical flange 18 so that the springs M, M are recessed within the tension member and securely confined therewithin in well known manner in this type of car truck.

The bolster is illustrated as a well known type wherein pockets may be formed in either side thereof adjacent the respective columns 6, 8, and within said pockets may be housed friction shoes 20, 20, each shoe being so mounted in the confinin pocket as to a'ccommodate its sliding along the sloping wall at 22 under impetus of the associated auxiliary spring diagrammatically indicat ed at 24 so that the outer wall or face of the shoe may have flat face-frictional engagement as at 26 against the friction panel or wear plate 28 which may be secured on the adjacent column 6 or 8 in any convenient manner. The parts thus rfar described are all well knownin theart and constitute no part of my invention.

The normal relative positions of the-bolster and side frame when an empty car body is sup ported on the bolster are approximately as illustrated in Figure 1 wherein it may be noted that the outboard bolster guide lugs 30, 30 overlie the columns for approximately two-thirds of thelength of the lug 30. Under operating conditions, of course, it is readily apparent that as the bolster moves upwardly and downwardly on the springs, there will be times when the overlapping position of the lug 30 with respect to the column will be considerably less than as illustrated in Figure 1.

Under'such conditions, it is desirable to have additional guide means which serve to stabilize the bolster end particularly with respect to thrusts which might move the end of the bolster in an inboard direction with respect to the supporting frame. For this purpose, I have devised a novel form ofguide means comprising the additional brackets 32, 32 on the respective colunms, each of said brackets comprising approximatelyparallel top and bottom webs 34 and 36 merging into an integral end portion 38, the extremity of which may be of somewhat V shape, as seen in the top plan view of Figure 2 with diagonally arranged inboard and outboard faces suitable for'engagement as at 40 and 42 against complementary faces formed on the opposite walls of the vertical slot 44 in the end of the bolster I2; It will thus be seen that by my novel arrangement additional thrust surface is provided for the bolster when moving either in an outboard or an inboard direction by means of my novel guide bracket 32, and said bracket also will provide additional squaring means for the bolster with respect to the side frame inasmuch as the extremities of the'end portions 38, 38 of the opposed brackets are relatively far spaced from the center about which the bolster may turn in moving out of square with respect to the side frame.

Each end portion 38 may be relieved as at 46 so that bearing of the bolster end against each bracket 32 may take place only at the extremity of the end portion 38, as already indicated at 40 and 42.

The end' of the bolster has, in addition to the usual relatively short guide lugs 30, 30, the guide lugs 48, 48 at the extremity thereof, said-lugs 48, 48 extending for the full depth of the bolster and being adapted to engage the complementary end portions of the brackets 32, 32 throughout the range in which the bolster may move vertically with respect to the side frame. At the same time, the brackets 32, 32 are so positioned as not to interfere with the quick wheel change feature already mentioned and the manner in which the bolster cooperates with the side frame, p'articula'ry with reference to the bolster guide lugs 30 and 48, and their relative position with respect to the bracket 32 and the guide portion of the related column'as well illustrated in'Figure 3L Further, it may benot'ed at 50 '(Figure 1,

4 right) that the relative vertical position of the guide bracket 32 with respect to the bottom of the bolster is such that the bolster may be elevated' considerably from the position shown in Figure 1 while said guide bracket 32 will still provide full bearing thereagainst, thus supplementing the bearing afforded by the normal outboard gui'de' lug 30. i I

In the modification illustrated in Figures 4, 5 and 6, the before-mentioned purposes are accomplished' in somewhat similar manner except that the additional guide bracket is provided on the inboard face of the frame. In this modification, the parts are otherwise generally similar to those of the'first modification including the truss type side frame with the compression member I02, the tension member I04, the spring seat at I08, the bolster supporting springs diagrammatically indicated at I08, I08 upon Which the bolster end IIO may be seated in usual manner as at II2 within the bolster opening II4, said bolster opening being defined by said tension and compression members and the spaced columns H6, H6. On each column may be mounted a wear plate or friction panel I I8 against which may seat as at I20 the friction shoe I22 pocketed in the bolster end as described for the previous modification andactuated thereon by the auxiliary spring I24.

As in the previous modification, the bolster I I0 is formed with outer guide lugs I26 of restricted depth somewhat less than the vertical space between the top of the guide portion on each column and the compression member thereabove in order to permit quick wheel change in well known manner. Likewise, the bolster may have at each side thereof an inboard guide lug I28 extending for the full depth of the bolster and having the usual cooperation with the vertical inboard face of the column guide as at I 30, I30. In this modification-I have provided additional guide means for the bolster in the form of the inboard guide brackets I32, I32, each of said brackets comprising a horizontal web or rib I34 merging with the adjacent column and with the end portion I36 of the' bracket, said end portion having a diagonally arranged face I38 for abutment as at I40 with a complementary face I42 formed on the inboard bolster lug I28.

In this modification it will be noted that the guide surface of each bracket I 32 will provide abutment as at I40 which will supplement the outboard guide lugs I26, I26 of the bolster, and this additional abutment means is so positioned as to have full bearing against the inboard bolster guidelug in every operative position of the bolster from a position considerably above that illustrated in Figure 4 to the lowermost position that the bolster may reach as the springs go solid.

By comparing the relative vertical position of the bracket I32 and the bottom of the bolster, as well brought out at I44 (Figure 4, right), it will be seen that the bolster may be elevated considerably from the position shown in Figure 4 and still have bearing along the full depth of the bracket I32, a situation comparable to that referred to in the previous modification. Furthermore, it may be noted that in both' these modifications, the added guide lug, whether inboard or outboard, affords additional means of controlling any tendency of the side frame to tip inboard or outboard with respect to the bolster.

In Figure 6 is illustrated the relative vertical position of the respective parts of my second modification when arranged for quick wheel change, with the bolster H0 approximately at the top of the bolster opening H4 so that the outboard guide lug clears the top of the guide portion on the column, as clearly seen at I 46, and similarly, the lower extremity of the inboard bolster guide lug i28 clears the bracket I32, as seen at I 48.

It is to be understood that I do not wish to be limited by the exact embodiments of the device shown which are merely by way of illustration and not limitation as various and other forms of the device will, of course, be apparent to those skilled in the art without departing from the spirit of the invention or the scope of the claims.

I claim:

1. In a railway car truck of quick wheel change type, a side frame having spaced columns defining in part a bolster opening, a bolster springsupported between said columns and having inboard and outboard guide lugs engageahle with respective faces of said columns, the guide portions of each column being centrally located thereon and having their upper ends spaced from the top of said opening to accommodate said out board guide lugs therein in quick wheel change,

each of said columns having auxiliary bolster guide means on at least one face thereof, each of said auxiliary guide means being adapted to engage said bolster outboard said outboard guide lugs and being adapted to transmit thrusts between said side frame and bolster in both inboard and outboard directions.

2. In a railway car truck of quick wheel change type, a side frame having spaced columns defining in part a bolster opening, a bolster spring-supported between said columns and having inboard and outboard guide lugs engageable with respective faces of said columns, the guide portions of each column being centrally located thereon and having their upper ends spaced from the top of said opening to accommodate said outboard guide lugs therein in quick wheel change, each of said columns having auxiliary bolster guide means on at least one face thereof, said auxiliary guide means being adapted to engage said bolster at a point more remote from the plane of said frame and lying in a horizontal plane more remote from the top of said opening than said guide lugs, said auxiliary guide means being so positioned as not to interfere with said bolster when elevated for a quick wheel change, each of said auxiliary guide means being adapted to engage said bolster outboard said outboard guide lugs and being adapted to transmit thrusts between said side frame and bolster in both inboard and outboard directions.

3. In a quick wheel change railway car truck, a side frame havingtension and compression members and spaced columns defining a bolster opening, each of said columns having inboard and outboard guide faces, a bolster end spring-seated on said frame in said opening with inboard and outboard guide lugs engaging said faces respectively, said column guide faces being spaced from the top of said opening to accommodate said outboard guide lugs in quick wheel change, and auxiliary guide means on at least one face of each column along a diagonal surface more remotely spaced from the plane of said frame than said guide lugs, each of said auxiliary guide means being adapted to receive and transmit both inboard and outboard thrust between said side frame and bolster.

4. In a quick wheel change railway car truck, a side frame having tension and compression members and spaced columns defining a bolster opening, each of said columns having inboard and outboard guide faces, a bolster end spring-seated on said frame in said opening with inboard and outboard guide lugs ngaging said faces respectively, said column guide faces being spaced from the top of said openingto accommodate said outboard guide lugs in quick wheel change, and auxiliary guide means on at least one face of each column along a diagonal surface more remotely spaced from the plane of said frame than either of said guide lugs, said auxiliary guide means being so positioned as not to interfere with said bolster when elevated for a quick wheel change, said auxiliary guide means being so positioned as to engage said bolster along a lower level than certain of said guide lugs.

5. In a railway car truck of quick wheel change type, a side frame havingspaced columns defining in part a bolster opening, a bolster springsupported between said columns and having inboard and outboard guide lugs engageable with respective faces of said columns, the guide portions of each column being centrally located thereon and having their upper ends spaced from the top of said opening to accommodate said outboard guide lugs therein in quick wheel change, each of said columns having auxiliary bolster guide means on at least one face thereof, each of said auxiliary guide means being adapted to engage said bolster along reversely arranged diagonal planes.

6. In a railway car truck of quick wheel change type, a side frame having spaced columns defining in part a bolster opening, a bolster springsupported between said columns with inboard and outboard guide lugs engageable with respective faces of said columns, the guide portions of each column being centrally located thereon and having their upper ends spaced from the top of said opening to accommodate said outboard guide lugs therein in quick wheel change, each of said columns having auxiliary bolster guide means on at least one face thereof, each of said auxiliary guide means being adapted to engage said bolster outboard said outboard guide lugs and along reversely arranged vertical planes.

7. In a railway car truck of quick wheel change type, a side frame having spaced columns defining in part a bolster opening, a bolster springsupported between said columns and having in-- board and outboard guide lugs engageable with respective faces of said columns, the guide portions of each column being centrally located thereon and having their upper ends spaced from the top of said opening to accommodate said outboard guide lugs therein in quick wheel change, each of said columns having auxiliary bolster guide means on at least one face thereof, said auxiliary guide means being so positioned as not to interfere with said bolster when elevated for a quick wheel change, each of said auxiliary guidemeans being adapted to transmit thrust between said side frame and bolster in both inboard and outboard directions along reversely arranged diagonal planes.

8. A truss type side frame having tension and compression members and spaced columns defining a bolster opening, each of said columns having bolster guide means intermediate the ends thereof and spaced from the top of said opening, each guide means having an inboard and an outboard face adapted to engage means on an associated bolster, and an auxiliary bolster guide on each of said columns adapted to engage said bolster more remotely from the plane of said frame than said buidefaces, each of said auxiliary guides being positioned E on its supporting column intermediate the: ends of said first-mentioned bolster guide means, and each of said auxiliary guides being adapted to transmit thrusts to said bolster in both inboard and-outboard directions along nonparallel planes.

9. In a quick wheel changerailway car truck, a side frame having tension and compression members and spaced columns defining a bolster opening, each of said columns having inboard and outboard guide faces, a bolster end spring-seated on said frame in said opening with inboard and outboard guide lugs engaging said faces respectively, said column guide means being spaced from the top of said opening to accommodate said outboard guide lugs in quick wheel change, and auxiliary guide means on at least one face of each column along a diagonal surface more remotely spaced from the plane of said frame than said guide lugs, each of said auxiliary guide means being adapted to transmit a thrust to said bolster in both inboard and outboarddirections along nonparallel faces.

10. In a. railway car truck of quick Wheel change type having relatively long spring travel, a side frame having spaced columns defining in part a bolster'opening, a bolster spring-supported between said columns and having inboardand outboard guide lugs engageable with respective facesof said columns, the guide portions of each column being centrally located thereon and having'their upper ends spaced from the top ofsaid opening to'accommodate said outboard guide lugs therein in quick wheel change, each of said columns having auxiliary bolster guide means on at least one face thereof, each of said auxiliary guide means being adapted to engage said bolster along a diagonal face to impart thrust thereto in an inboard direction and along another reversely arranged diagonal face to impart thrust in an outboard direction.

11. A truss type side frame having tension and compression members and spaced columns defining a bolster-opening, each of said columns having bolster guide means intermediate the ends thereof and spaced from the top of said opening, each guide means having substantially parallel inboard and outboard faces adapted to engage means on an associated bolster, and an auxiliary bolster guide on each of said columns adapted to cngage'said bolster more remotely from the plane of said frame than said guide faces, each of said auxiliary bolster guides having a plurality of reversely arranged diagonal faces adapted to transmit thrust to said bolster in inboard and outboard directions respectively.

12. A truss type side frame having tension and compression members and spaced columns defining a bolster opening, each of said columns having bolster guide means intermediate the ends thereof and spaced from the top of said opening, each guide means having an inboard and an outboard face adapted to engage means on an associated bolster, and an auxiliary bolster guide on the outboard face of each column and in a horizontal plane spaced from the top of said guide means, each of said auxiliary bolster guides being adapted to transmit thrust to said bolster in both inboard and outboard directions.

13. In a bolster having an end portion adapted for engagement with an associated side frame, in-

boardand outboard guide lugs adapted to engage inboard and outboard faces of saidxframe, and auxiliary guides at the extremity of said end portion adapted to engage means on said frame along faces more remotely spaced from the plane of said frame than said lugs, each of said auxiliary guides having at least one diagonal wall and being adapted to transmit thrust to an associated side frame member in both inboard and outboard directions.

14. In a railway car truck, a bolster having normal inboard and outboard column guides for engagement with inboard and outboard facesof an associated side frame, and auxiliary guides on the extremity of said bolster adapted to engage auxiliary guide means on said side frame at points more remote from the plane of said frame than said normal column guides, each of said auxiliary guides being adapted to transmit thrusts in both inboard and outboard directions to an associated side frame member along reversely arranged diagonal planes.

15. In a bolster having an end portion adapted for. engagement with an associated side frame, inboard and outboard guide lugs adapted for engagement with inboard and outboard faces of said frame, and auxiliary guides at the extremity of said end portion adapted to engage means on the outboard side of said frame along faces more remotely spaced from the plane of said frame than said lugs, said faces being positioned in reversely arranged diagonal planes.

16. In a railway car truck, a side frame with spaced columns defining in part a bolster opening, each of said columns having inboard and outboard guide faces, a bolster spring-seated in said opening on said frame and having inboard and outboard guide lugs engaging said faces respectively, and auxiliary bolster guide means on the outboard face of each column and in substantially tongue and groove interlocking relation with said bolster outboard of said outboard guide lugs.

17. In a railway car truck, a side frame with spaced columns defining in part a bolster opening,

ROBERT B. CO'ITRELL.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,745,664 Filander et a1. Feb. 4, 1930 1,787,722 Clasen Jan. 6, 1931 2,032,996 Leppla Mar. 3, 1936 2,199,360 Light Apr. 30, 1940 2,200,571 Barrows May 14, 1940 2,346,614 Rydin Apr. 11, 1944 

